Air brake



No. 609,04l. Patented Aug. l6, I898.

J. JpNEF.

AIR BRAKE. (Application filed July 31, 1897.) (No Model.) 2 Shepts-$heetl WITNESSES: v INVENTOR /zq%.// m 2 W BY .(f. 64%; ATTORNEY.

No. 609,04l. Patented Aug. l6, I898. J. J. NEF.

, AIR BRAKE.

(Applicationflled July 31, 1897.) (No Model.) 2 Sheets-Sheet 2..

INVENTOR Wfi 6. 54 m; Zia ATTORNZ WITNESSES! Tug NORRIS germs ca,Pum'ou'ruo" wnsnms'rou. n. c,

U ITED STATES PATENT FFICE.

JOHN J. NEE, OF NEWYORK, N.'Y.

AIR-BRAKE.

SPECIFICATION forming part of Letters 1 atent No. 609,041, dated August'16, 1898.

Application filed July31,189'7. Serial No. 646,578. (No model.)

T0 at whom it mat concern.- V 1 Be it known that I, JOHN J. NEF, acitizen of the United States,residing in thec'ity, county, and State ofNewYork, have invented a new 1 and useful Improvement in Air-Brakes, of

which the following is a specification.

This invention relates to air-brakes of that class where the pressure ofair is supplied by a pump actuated from the axle by the car, and has forits object the provision of an airbrake apparatus of reliable andeffective construction and one in which the pump supplying the air orfluid under pressure is set in operation by the same movement by whichthe brake is released and is automatically thrown out of operation whenthe air in the reservoir is again raised to its normal pressure. Thusthe operation of the pump is begun in a gradual manner after the car hasbeen stopped and is again started or after its speed has been slackenedand is automatically stopped when the pressure in the reservoir isrestored.

It also consists in the novel construction, combination, and arrangementof parts hereinafter described.

In the drawings accompanying and forming part of the specification,Figure 1 is a central sectional View of a service-valve and governor.Fig. 2 is a general view ofthe servicevalve and governor,showing alsothe air-reservoir,brake-cylinder, and pump, with its operatingmechanism.

Similar characters of reference designate like parts in all figures.

This mechanism comprises in a general way the service-valve A, thegovernor B, the res ervoir O,the pump and pump-operatin g mechpiston-rod15, spring 16, and valve 17, and.

comprises also the compound cylinder 19,having heads 20 and 21, pistons22 and 23, piston-rod 24, stufiing-box 25, and provided with port 26,admitting air fromchamber 11 to larger cylinderj30, an exhaust-port 27,and passage way J 28 "from smallcylinder 29 to valve-chamber 11;

1 Pump D is of any approved form and supplies air to the reservoirthrough connection 31 and is thrown into and out of operation byengagement of a suitable clutch, as F. The brake-cylinderE is of anyapproved form, is provided with the usual piston and connections, andhas a pipe connection 32 with port 8 of service-valve.

As shown in the drawings, the brakes have just been released by themovement of valve 7 to the position shown in Fig.- 1, allowing the airto exhaust from the brake-cylinder through pipe 32 underneath valve 7,through exhaust-port 9 and pipe 34, connecting with valve-chamber 11 onthe right side of piston 14, thereby equalizing the fluid-pressure onboth sides of the piston and allowing the spring 16 to move it to theleft, as shown, and finally exhausting to the atmosphere through opening35.

Prior to the exhaust of the air through opening 35 the movement ofpiston 14 to the left will carry with it the valve 17 to the positionshown, allowing the air in. cylinder 30 to exhaust throughport 26, thusenabling the pressure upon smaller. piston 22 in cylinder 29, which isin open communication at all times with the reservoir through connection33, to move said piston and its rod 24 to the left, thereby throwing thepump into operation through clutch F.

It will be noted that the action just described will not take placeuntil valve 17 is carried to the left sufficiently far as to uncoverport 26 to the exhaust 27 or to what is practically its extreme leftposition.

When the air has exhausted through the opening 35, thereservoir-pressure will. return piston 14 and with it valve 17 to theposition each occupied just prior to the release .of the brakes' Thisposition may be any point intermediate of their extreme right and leftpositions, but is usually that assu med through the decrease in pressurebelowthatiof maximum due to the application of the brakes. The pump willremain in operation until maximum pressure has been restored, when suchpressure will overcome the tension of spring 16 to move piston 14 andvalve 17 to practically their extreme right position and opencommunication between valve-chamber 11 and cylinder 30 and admit air tocylinder 30. The pressure in cylinder 30 acting upon the piston 23 beingof the same intensity as that in cylinder 29 acting upon piston 22, andpiston 23 being of much larger area than piston 22, the pressure uponpiston 23 will move the piston and rod 24: to the right and disengagethe clutch F.

To apply the brakes, the rod 4 in the service-valve Ais moved to theleft, thereby opening the port 8 and allowing the air in the reservoirto communicate with the brake-cylinder E.

What I claim is-- 1. In an air-brake system the combination with anair-reservoir, a pump and pump-operating mechanism, a pump -governor andbrake-cylinder of a service-valve through which the brake-cylinder iscontrolled, and

means for throwing the pump into operation by the exhaust from thebrake-cylinder when the brakes are released, substantially as described.

2. In an air-brake system the combination with an air-reservoiiga pumpand pump-opcrating mechanism, a pump-governor and brake-cylinder of aservice-valve through which the brake-cylinder is controlled, and meansfor throwing the pump into operation by the exhaust from thebrake-cylinder when the brakes are released, and means for automaticallythrowing the pump out of operation by the pressure of air in thereservoir, substantially as described. I

3. In an air-brake system the combination with an air-reservoir, a pumpand pump-operating mechanism, a pump-governor and brake-cylinder of aservice-valve,-and means whereby upon the movement of the servicevalvein one direction air may be admitted to the brake-cylinder and meanswhereby upon the movement of the service-Valve in the opposite directionthe air may be exhausted from said brake-cylinder to the governor andcause the same to throw the pump into operation, substantially asdescribed.

4. In an air-brakesystem the combination with an air-reservoir, a pumpand pump-operating mechanism, a pump-governor and brake-cylinder of aservice-valve communicating with said air-reservoir, a port leading fromsaid service-valve to the brake-cylinder, an exhaust-port leading fromsaid servicevalve to the pump-governor through which air may beexhausted from said brake-cylinder to said pump-governor and cause thesame to throw the pump into operation, substantially as described.

5. In an air-brake system the combination with an air-reservoir, abrake-cylinder, a

pump and pump-operating mechanism, an automatic governor having a valve,said valve being impelled in one direction by air under pressure and inthe opposite direction by a spring, of a service-valve communicatingwith said air-reservoir having a port leading to the brake-cylinder, anexhaust-port leading to the valve-chamber of the governor, and a valvearranged within the service-valve chamber adapted upon its movement inone direction to admit air to the brake-cylinder, and in its oppositedirection to exhaust such air from the brake-cylinder to thevalvechamber of the pump-governor whereby the airpressure opposing thespring in said valve-chamber is counterbalanced and the action of thespring is permitted to operate the valve in said valve-chamber,substantially as described.

6. In an air-brake system the combination with an air-reservoir, abrake-cylinder, a pump and pump-operating mechanism, an automaticgovernor having a valve, said valve being impelled in one direction byair under pressure and in the opposite direction by a spring, of aservice valve communicating with said air-reservoir and having a portleading to the brake-cylinder, an exhaustport leading to thevalve-chamber of the governor, and a valve arranged within theservice-valve chamber adapted upon its movement in one direction toadmit air to the brake-cylinder and in its opposite direction to exhaustsuch air from the brake-cylinder to the valve-chamber of thepump-governor wh ereby the air-pressure opposing the spring in saidvalve-chamber is counterbalanced and the action of the springispermitted to operate the valve in said valve-chamber and at the sametime open an exhaust-port and permit the air from the brake-cylinder toexhaust to the atmosphere, substantially as described.

7. In an air-brake system the combination with an air-reservoir, a pumpand pump-op erating mechanism, a brake cylinder and service-valvecontrolling said brake-cylinder of an automatic pump-governor having apiston adapted to throw the pump into and out of operation andconnections with said brakecylinder through which air is exhausted fromsaid brake-cylinder to actuate said piston to throw the pump intooperation, and mechanism for automatically actuating said piston tothrow the pump out of action when the pressure in the reservoir hasreached a predetermined point, substantially as described.

In testimony whereof I have signed my name to this specification in thepresence of two subscribing Witnesses.

JOHN J. NEF.

Witnesses:

CHARLES G. STEVENSON. J. C. CHAPIN.

IIO

